ringer



L. 1111115111. SIGNAL SYSTEM FOR SINGLE TRACK RAILWAYS.

APPLICATION FILED MAR. I0, I9I. 1,312,921, PatentedAug. 12,1919. 2 SHEETS-SHEET l.

NNN.

m. A S1 L. RINGER.

SIGNAL SYSTEM FOR SINGLE TRACK HAILWAYS.

yAPPLICATION FILED MM. 10.1917.

1,312,921. y Patentedmg. 12,1919.

2 SHEETS-SHEET 2.

Attest: m Inventor:

by ,eh-MM fri @ma a Atty,

UNITED STATES PATENT oEEioE.

LUTHER RINGER, BUFFALO, NEW YORK, ASSIGNOR TO THE SIMMEN AUTOMATIC Y RAILWAY SIGNAL COMPANY, OF BUFFALO, NEW YORK, A CORPORATION OF ARI- ZONA.

Specication of Letters Patent.

Patented Aug. 12, 1919.

Application led March 10, 1917. Serial No. 153,795.

' Single-Track Railways, of which the following is a specification.

This invention relates to a signal system for single track railways.and particularly toa method for the automatic control of trains moving in opposite directions in blocks on the same track and adapted to pass each other at appropriate sidings. j

There is known in the art a signal system for single track railways which in brief comprises a main block divided into a number of sub-blocks. The trains adapted to move along such a trackway are provided with signals within view of the operator which Aare cont-rolled from trackside means but which signals are continuously displayed after having been once actuated from suoli means. Devices are valso provided so that when a train enters one end of a main block the signal controlling devices set the signals for a train moving in the opposite direction at danger. These signal controlling devices are also arranged so that a train following another train willbe permitted to proceed through a block under a clear signal provided it keeps a safe distance behind the train ahead. f

The subject matter'of this application is an improvement over the method 'and apparatus above described, the principalpdifference being that in the. apparatus described hcrein, use 'is made of continuous track circuits for controlling the signal controlling devices., In the drawings, there is illustrated a preferred form of apparatus embodying the invention, lthe parts being shown largely in diagram and the positions of the parts on the train beingthose which are assumed when a clear signal has been indicated.

In the drawings, Figure 1 shows a trackway comprising a main` block divided into six sub-blocks and portions of two other subblocks. It will ofcourse be understood that any suitable number of sub-blocks maybe employed without departing from the spirit -of the invention. Fig..2 shows the devices arried on tlievehicle. In Fig. lthereis shown a conventional represent-ation of. a train in one of the sub-blocks and the circuits are shown in the condition which would result from a train occupying such block. i

The equipment along the track is las follows: The rails indicated at 194, 194 are di'- vided by insulated joints 196 into sub-blocks B, C, D, E, F, G, J and K, the irst siX subblocks named comprising a main block A. I and H are sidings. It is assumed that movement from left to right indicates the direction `of movement of an eastbound train. There is provided, at one end of each subblock, a track battery which is connected t0 the rails, these severalbatteries being designated as 112".,112, etc., the particular subblock to which they appertain being indii cated by the lower case letter of the alphabet. At the lower end of each sub-block is a track relay, for instance 2 is a track relay for sub-block G, connected to the rails by wires 144 and145. 1 is the track relay for sub-block F, connected to the rails by wires 146 and 147; 5' is the track relay for subblock E connected to the rails by wires 148 and 149; 6 is the track relay for sub-block D connected to the rails by wires 150 and 151; 11 is the track relay for the sub-block C and is connected to the rails by the wire. 152 and 153; and 12 is the track relay for sub-block B and is connected to the. rails b3. wires 154 and 155. There are also prmided control relays 3 and 13 and auxiliary relays 4 and 14. Vlien there is no train in the block, the relays 1, 2, 3, 5, 6, 11, 12 'and 13 are energized by circuits which will be hereinafter described, andthe relays 4 and 14 are denergized.

-On one side of the track rthere areprovided westbound signal railsnumbered respectiveiy 101, 102, 103, 10i, 105, 106, 107, 108, 109, 110 and 111, and on the other side of the track a similar series of eastbound signal rails numbered respectively, 201, 202,

The signal rail 101 is located adjacent to the track rails of the siding I, and the signal rail 102 is located adjacent to the main track at the left end of sub-block K, which is the cated near and. at the exit end of Sub-block l F. Signal rails 106 and 107 are similarly .located near the exit end of sub-block E;

signal rails 108 and 109near the exit end of sub-block E; and signal rails 110 and 111 near the exit end of sub-block C. rlhe eastbound signal rails are similarly located. 201 and 202 are related to sub-block J, 203 to sublock B, 204 and 205 to sub-block C, 206 and 207 to sub-block D, 208 and 209 to subblock E and 210 and 211 to sub-block F. lWhen no train is in the block all of the signals are normally energized through circuits which are hereinafter described. It will be understood of course that instead ofi signal rails located at the entrances of the various sub-blocks, fixedV signals may be employed. It will be obvious to anyone skilled in this art that the act of energizing the signal rail so that a car passing over it will receive a clear signal is equivalent to energizing a fixed signal to hold it clear, and likewise that denergizing a signal rail so that a car passing over it will receive a danger signal is equivalent to denergizing a fixed signal to permit it to assume a danger position by gravity.

Two electrical conductors or wires designated 29 and 30 run the entire length of the trackway and are connected at suitable intervals to batteries, such as 15 and 16. The wire 30 is connected to the positive terminals of batteries 15 and 16 by the wires 39 and 49 respectively. The wire 29 is connected to the negative terminals of batteries 15 and 16 by the wires 40 and 50respectively. The wire 29 is connected to one track rail in each sub-block by a wire and a resistance coil. Such a connection for the subblocks C and D consists of the wire 69 and the resistance coils 113c and 1136.

The relays and their circuits will non* be described. The track relay "2. has live neutral armatures 41, 42, 43, 'andi44adapted when the relay is energized to touch contacts 81, 82, 83 yand 84, and armature 45 to touch contact 85 when the relay is de'nergized, the energizationof the rely being normally accomplished by'V means of the track battery 112g. The track relay 1 has six neutral armatures 21, 22, 23 and 24 adapted when the relay is energized to touch contacts 6 1, '62 63 and 64, and armatures 25 and 26 adapted 'to touch contacts 65 and 66 when the relay is denergized, the relay beingnormally energized by the track battery 112f. '.'The track relay 5 has four neutral armatures 17, 18, 19 and 20 adapted when the relay is energized-to touch contacts 117, 1 18, 119 and 120 respectivelypthis relay being normally energized by the track battery 112e. The relay 6 is similar to the relay 5;

' it is normally energized by the track battery v112c1 and has four neutral armatures 7, 8, 9 and 10 adapted when the relay is energized to touch contacts 127, 128, 129 and 130 respectively. rl`he track relay 11 is similar to the relay 1 and is normally energized by the track battery 112; it has six neutral armatures 31., 32, 33 and 34 adapted t0 touch con- `tacts 71, 72, 73 and 74 respectively when the relay is energized, and armatures 35 and 36 adapted to touch contacts 75 and 76 when the relay is denergized. The track relay 12 is similar to the-relay 2 and is energized from the track battery 112", 1t has five neutral armatures 51, 52, 53 and 54 adapted to touch contacts 91, 92, 93 and 94 respectively when the relay is energized, and armature 55 adapted to touch contact 95 when the relay is denergized. The auxiliary relay 4 has three neutral armatures 46, 47 and 48 adapted when the relay is energized, to touch contacts 86, 87 and 88 respectively. This relay is normally denergized and the circuits whereby it is energized will be traced during the description of the mode of operation of the apparatus.

The control relay 3 has two neutral armatures 27 and 28, which are adapted, when the relay 3 is energized, to touch the contacts 67 and 68, respectively. r.lhe relay 3 is normally energized through the following circuit: from the positive side of the battery 15 to the wires 39, 30, 79 and 181, armature 52, contact 92, wire 190, armature 34, contact 74, wire 192, armature 10, contact 130, wire 163, armature 20,. contact 120, wire 160, Contact 64,? armature 24, wire 198, relay- 3, wire 200, wire .:116, wire 29, wire 40 to the negative sideof the battery 15. An auxiliary circuit for holding the relay 3 energized under certain circumstances,' provided it is already energized, may be traced as follows: from the positive side of the 'battery 16 to the' wires 49, 30, 121, and 137,

armature 44, contact 84, wire 131 and wire 134, armature 27, contact 67, wire 199, relay 3, wires 200 and 116, wires 29 and 50 to the negative side of battery 16.

The control relay 13 is similar to the rela 38, which are adapted, when the relay 13 is energized, to touch contacts 77 and 7 8 respectively. The relay is normally energized through a circuit from the positive side of battery 16 to the wires 49, 30, 121, and 139, armature 42, contact 82, wire 140, armature 23, contact 63, wire 159, contact 119, armature 19, wire 162, contact129, armature 9, wire 191, contact 73, armature 33, wire 176, relay 13, wire 177, wire 80, wire 29 and wire 50 to the negative side of the battery 16. An auxiliarycircuit for holding the relay 13 energized under certain conditions, provided it is already energized, maybe traced as follows: from the positive side of battery 15 to the wires 39, 30, 79 and 183, armature 54, contact 94, wire 173, wire- 189, armaturey 37, contact 77 wire 175, relay 13, wire 17 7,. wire 80, wire 29, wire 40 to the negative side of the battery 15.

3. It has two neutral armatures 37 and Y A It will be understood that, as before described, one main rail of each sub-block 1s 130 connected to the negative side of batteries 15 and 16 through the common wire 29, the wires 59, 60, 69, etc. and the resistance coils 113C, 1131, etc. It will be obvious that when the signal rails are connected to the positive side of the batteries 15 and 16, a partial circuit will be provided which may be closed bymeans of the vehicle carried circuits. The circuits by which the various signal rails are normally connected to the positive side of the batteries 15 and 16 will be traced.

The circuit for the signal rails 101, 102, and 103 is as follows: from the positive side of the battery 15 to the wire 39, wire 30, wires 79 and 182, armature 53, contact 93, wire 171, armature 38, contact 78, wire 230, wire 89, contact 61, armature 21, wires 142 and 143 to the signal rails 101, 102, and 103. The circuit for the signal rails 104 and 105 is as follows: from thel positive side of the battery 15 to the wires 39, 30, 79, and 182, armature 53, contact 93, wire 171, armature 38, contact 78, wire 230, wire 89, wire 114, armature 17, contact 117, wire 231 to the signal rails 104 and 105. The circuit for the signal rails 107 and 106 is as follows: from the positive side of the battery 15 to the wires 39, 30, 79, and 182,

armature 53, Contact 93, wire 171, armature 38, contact 78, wire 230, wire 89, wire 99, armature 7, contact 127, Wire 232, wire 233 to signal rails 106 and 107. The circuit for thesignal rails 108 and 109 is as follows from the positive side of the battery 15 to the wires 39, 30 79 and 182, armature 53, Contact 93, wire 171, armature 38, contact 78, wire 230, Wire 89, armature 31,

contact 71, wire 167, wire 168 ,to signal rails 108 and 109. The circuit for the signal rails 110 and 111 is as follows: from the positive side of the battery 15 to the wires 39, 30, 79 and 182, armature 53, contact 93, wire 171, armature 38, contact 7 8, wire 230, wire 89,' wire 235, armature 51, contact 91, wire 169, wire 170 to signal rails 110 and 111.

The energization of the eastbound signal rails is controlled in manner similar to the energization of the westbound signal rails just described. Now follows a description in'detail of the circuits for the eastbound signal rails. The circuit for the sig-v nal rails 201, 202, and 203 is as follows: from the positive side of the battery 16 to the wires 49, 30, 121, 138, armature 43, contact 83, wire 122, armature 28, contact 68, wire 236, wire 90, Contact 72, armature 32, wire 179, wire 180 to signal rails 201, 202, 203.

The circuit for the signal rails v204 and205 is as follows: from the positive side of the battery 16 to the wire 49wire 30, wire 121 and 205; The circuit for the signal rails 206 and 207 is as follows: from the positive side of battery 16 to the wires 49, 30, 121 and 138, armature 43, contact 83, wire 122, armature 28, Contact 68, wire 236, wire 90, wire 115, contact 118, armature 18, wire 161 and wire 164 to signal rails 206 and 207 The circuit for the signal rails 208 and 209 is as follows: from the positive side of the battery 16 to the wires 49, 30, 121 and 138, armature 43, contact 83, wire 122, armature 28, cont-act 68, wires 236, 90, and 234, contact 62, armature 22, wires 157 and 158 to signal rails 208 and 209. The circuit for the signal rails 210 and 211 is as follows: from the positive side of the battery 16 to the wires 49, 30, 121 and 138, armature 43, contact 83, wire 122, armature 28, contact 68, wire 236, wire90, armature 41, contact 81, wire 141, and wire 156 to signal rails 210 and 211.

ln Fig. 2 there is shown the car equipment. In this figure, 194, 194'indicate the track rails, 195, 195 the wheels of the 4vehicle and 197 its axle. 212 is a shoe hingedly mounted at a convenient place on the vehicle` and adapted to contact with the signal rails 101, 102, etc. During such contact with a signal rail, thel shoe breaks contact with the contact point 221, and after leaving such signal rail is restoredby gravity or spring pressure to its Contact point. 213 is a signal relay on the vehicle. The relay 213Vhas a neutral armature 217, which is adapted, when the relay 213 is energized, to touch the contact points 218 and 219; and when the relay 213 is denergized, the armature 217 is with its shoe 212 on a signal rail, which is p connected to onev terminal of abattery, the other terminal of the battery beingy con'- neeted to one of the track rails, current flows "through a circuit from one terminal'of the battery to the signal rail, the shoe212, wire 422o, relay 213, Wiregrass and 224,]ax1e' 197,

wheels 195, rail 194 to the other terminal of the battery. This causes the clear signal or vgreen light 271-4 to glow through a circuit from the positive side of the battery-216 to the wire 226, armature217, contact 218, wire 227, green light 214, and wires 239 and 225 to the negative side of the battery 216. After leaving an energized signal rail, the

Lshoe 212 will be restored to its contact 2m.

and the relay 213 will remain energized through the following holding circuit: from the positive side of the battery 216 to the wire 226, armature 217, contact 219, wireiso battery 216.

223, contact 221, shoe 212, wire 220, relay 213, Wire 238 and Wire 225 to the negative side of the battery 216. 1t is thus seen that after leaving an energized signal rail the green light continues to burn.

When the vehicle is in suoli a position that its shoe 212 is resting upon a denergized signal rail, the holding circuit will be broken at the contact 221, and the relay 213 will become denergized, causing the danger signal or red light 215 to burn through the following circuit: from the positive side ot the battery 216 to the Wire 226, armature 217, Contact 229, Wire 228, red` light 215, Wire 230, Wire 225 to the negative side of the After leaving a denergized signal rail, the relay 213 will remain dengized as its holding circuit is broken at the contact 219 and the red light Will continue to burn.

The following is a'description of the open ation of the track controlling circuits, assuming that a train is passing through the main block A' in the Westbound direction, that is, from right to left. Let us lirst assume that the train is in the sub-block G.

1f there is no other train in the main blockV A, the signal rails 101, 102 and 103 Will have been energized and the train will have received .a clear signal. As soon as the train enters the sub-block G, the track relay 2 becomes dee'nergized, as the Wheels of the train short eircuit'the battery 112g. lThis causes the armatures operated by the relay 2 to drop and all of the eastbound signal rails eci, ece, eos, eci, co5, aoc, 207, 20s, 209, 210 and 211 to become `detnergized as their energizing circuit is now broken at the contact 83. rlherelore, it an eastbound train should attempt toenter the main block A, it will receive a danger signal in the cab.

Let us nou assume that the train has ad: vanced into the sub-block F. As soon as the train has cleared the sub-block Gr, the track relay 2 will again become energized, but as soon as it enters the sub-block l?, the track relay 1 will become denergized due to the shortcircuiting of the track battery 112f by the Wheels of the train. Due to the fact that When the train vvasy in the subblock G, the auxiliary holding circuit or" the control relay 3 Was broken at the contact 3e, the progress oi the train into sub-block l? thereby breakingthe operating circuit o1? the control relay 3 at the contact 64, causes lthe relay 3 to become denergized. litter the train has cleared the sub-block G and the contact Se is again touching the arrnature 14:1, thecontrol. relay 3 does not again become energized as its auxiliary holding,`

circuit is now open at its own contact 67. ind consequently, in spite of the fact that after the train is clear ofthe sub-block G, contact 83 again touches armature '513, the east-bound signal rails 201, 202, 203, 20e,

naiaaai 205, 2.06, 207, 203, 209, 210 and 211 are not energized again, as their energizing circuit 1s now open at the Contact 68. lt Will alsobe observed that as soon as the train enters the sub-block F, the Westbound signal rails 101, 102, and 103 become denergized as their energizing circuit is broken at the contact 61.

Let us now assume that the train has advanced into the'sub-block E. As soon as this occurs, the track relay 5 becomes deenergized due to the short circuiting ot the track battery 112e by the Wheels of the train. After the train has cleared the rails of subblock F, the track relay 1 again becomes energized, but the control relay 3 is not again energized as its operating circuit is now open at the contact 120. The eastboundsignal rails 201, 202, 203, 204, 205, 206, 207, 208, 209, 210 and 211 Will therefore still be denergized, as their energizing circuit is still open at the contact 68. en the train has advanced into sub-block E and cleared sub-block F, the Westbound signal rails 101, 102 and 103 Will again be energized due to the closing of the contact 61, but the Westbound signal rails 104 and 105 Will be denergized due to the opening of their energizing circuit at the contact 117. Let us novv assume that the train has advanced into the sub-block D, As soon as the train enters this sub-block, the track re* lay 6 Will become denergized due to the short circuiting of the battery 112d by the Wheels of the train. As soon as the train has advanced far enough into the subfblock D for its Wheels to clear the sub-block E, the track relay 5 'will again be energized, but this Will not again energize the control relay 3 as its operating circuit is now broken at the contact 130, and therefore the eastbound signal rails 201, 202, 203, 204:, 205, 206, 207, 208, 209, 210, and 211 Will still be denergizedas their energizing circuit will `still be open at the contact 68. 'When the track relayy 5 again becomes energized,`the Westbound' signal rails 1011 and 105 will again becorne energized through the contact 117, but as long as the train is in the subblock D, the Westbound signal rails 106 and 107 will be denergized asv their energizing circuit is open at the contact 127.

Let us now assuine that the train hasad- Vanced into sub-block C. This; will cause track relay 11 to become denergized. As soon as the train has passed far enough into the sub-block C or'its Wheels to clear the 'sub-block D, the track relay 6 `i'vill again become energized. This will not, however, cause the control relay 3 to-again become energized as its operating circuit is now open at the contact 7e, and the east bound signal rails 201, 202, 203, 204e, 205, 206, 207, 208, 200, 210 and 211 will still be denergized, as their energizing circuit will still be open at contact 68. As soon as the track relay 6 again becomes energized, the westbound signal rails 106 and 107 will again become energized due to the closing of their energizing circuit at lthe contact 12 but the westbound signal rails 108 and 109 will become deenergized as soon as the train enters subblock C due to lthe opening of their energizin circuit at the contact 71. The deenerglzation of the track relay 11 breaks the operating circuit of the control relay 13 at the contact 73, but the relay 13 does not become denergzed as its auxiliary holding circuit is still closed at the contacts 94 an 77.. The denergization of the track relay 11 results inthe energization of the auxiliary relay 14 through a circuit from the positive side of the battery 15 to the Wire 39l wire 30, wire 79, wire 183, armature 54, contact 94, wires 173 and 240, Contact 75,'armature 35, wire 178, relay 14, wires 177, 80, 29 and 40 to the negative side of the battery 15.

Let us now assume that the train has advanced into the sub-block B. As soon as thev 209, 210 and 211 will therefore still be de-` energized, as their energizing circuit will still be open at the contact 68. As soon as the track relay 11 again becomes energized, the westbound signal rails 108 and 109 are again energized by the closing of the contact 71, but the westbound signal rails 110 and 111 become denergized as soon as the train enters the sub-block B as their energizing circuit is now open at the, contact 91. Although when the train is in the sub-block B and clear of the sub-block C, the operatin circuit heretofore described for the auxi iary relay 14 is now broken at the contact 75 due to the energization of the track relay 11 and at the Contact 94 due to the denergization of the track relay 12, the auxiliary relay 14 does not become dener ized as an auxiliary holding circuit for this relay is formed as follows: from the positive side of the battery 15 to the wires 39, 30, 79 and 184, armature 55, contact 95, wire 186, wire 241, armature 56, contact 96, wire 174, relay 14, wire 177, wire 80, wire 29, and wire 40 to the negative side of the battery 15. While the train is occupying a art of sub-block B and a part of sub-block it will be observed that the operating circuit of the control relay 13 is open at the contact 73 due to the denergization of the track relay 11, and also that the auxiliary holding circuit of the "vious tothose skilled in the art.

control relay 13, which has heretofore been traced, is open at the contact 94 due to the denergization of the track relay 12. The control relay 13 will not, however, become denergized due to the closin of a second auxiliary'holding circuit as ollows: from the positive side of the battery 15 to the wires 39, 30, 79 and 187, armature 57, contact 97, wlres 173 and 189, armature 37, contact 77, wire 175, relay 13, wire 177, wire 80, Wire 29 and wire 40 to the negative side of the battery 15. l

It will be noted that when the track relay 12 is .denergizech the energizing circuit of the westbound signal rails 101, 102, 103, 104, 105, 106, 107, 108, 109, 110 and 111, is open at the contact 93'. However, due to the fact that the auxiliary relay 14 is now energized, this circuit is completed by the wire 172, contact 98 and armature 58, and the westbound signal rails are not denergized except as heretofore described.

Let us now assume that the train has passed entirely out of the main block A. whereupon the 'track relay 12 will again become energized. This will cause the control relay 3 to again become energized due to the closing of its operating circuit at the Contact 92. This causes the eastbound signal rails 201, 202, 203, 204, 205, 200, 207, 208, 209, 210 and 211 to again become energized due to the closing of their energizing circuits at the contact 68. The westbound sig nal rails 110 and 111 will again become energized due to the closing of their energizing circuit at the contact 91. The auxiliary relay 14 will again become denergized due to the breaking of its holding circuit at the contact 95. Thus all the rparts are restored to their normal condition.

It is not considered necessary to give a detailed description of the progress of an eastbound train -through the block, as it will readily be understood that when an eastbound train starts through the main block, the control relay 13 will become denergized, thus denergizing all of the westbound si nal railsv101, 102, 103, 101, 105, 100, 10 108, 109, 110 and 111, and this condition will exist until the train has assed through the entire main block. It will be obvious that the purpose of auxiliary relays 4 and 14 and their coperating circuits is to prevent a train leaving the block, from denergizing the control relays 3v and 13 respectively, the same as a train entering a block would.

From this description, the advantages of the herein-described invention will be ob- It will be observed that full protection for main blocksv is given for opposing trains, but following trains may follow each other through the block with adequate information as to how close they are approaching the preceding train.

I claim:-

1. ln a signal system for single track railways, a main block, comprising a plurality of sub-blocks, a normally closed track circuit including a. source of current` and a track relay for each sub-block, a signal for each direction for each sub-block, and a neutral control relay at one end of the main` block for controlling all of the signals for one direction.

2. In a signal system for a single track railway, a block comprising a plurality of sub-blocks, a normally closed track circuit including a source of current and a track relay for eacli sub-block, a signal for each direction for each sub-block, a neutral control relay at one end of the principal block for controlling all of tlie'signals for one direction, and a corresponding neutral control relay at tlie other end of the principal block for controlling all ot the signals for the op posite direction.

y 3. In a signal'sy'fstem for single track rail- Ways, a main block comprising a plurality of sub-blocks, a normally closed track circuit including a source of current and a track relay tor each sub-block, a signal for each direction for each sub-block, and a neutral control relay at one end of the mainVv block for controlling all of the signals for traiiic moving from the other end of tlie main block toward said control relay.

4C. In a signal system for single track railways, a main block comprising a plurality of sub-blocks, a normally closed track circuit including a source of current and a track relay for eacli sub-block, a signal for eacli direction for each sub-block, a neutral control relay at one end ot tlie main block for controlling all of the signals for traliic moving from the other end of tlie main block toward said control relay` and a corresponding neutral control relay at tlio other end of the block for controlling all of the signals for traliic moving in the opposite direction.

5. ln a signal system for single track railways, a main block comprising a plurality of sub-blocks, a normally closed track circuit including a source of current and a track relay Jfor eacli sub-block, a signal for eacli direction for eacli sub-block, a nor mally energized neutral control relay at one end of the main block for controlling all of the signals for one direction, and means for setting at danger the said signals when said relay deenergized.

G.l ln a signal system for single track railways, a main block comprising a plurality ot sullilocks` a normally closed track circuit including a source oic current and a track relay for eacli sub-block, a signal for eacll direction for eacli sub-block, a normally energized neutral control relay at one endet tlie main clock i'orcon'trolling all of Lawaai the signals for one direction, means for setting at danger the said signals when said relay is denergized, a corresponding normally energized neutral control relay at the other end ot' the main block for controlling all-ot the signals for the opposite direction, and means for setting at danger the said signals Wlien said relay is denergized.

7. In a signal system for single track railways, a main block comprising a` plurality of sub-blocks, a normally closed track circuit including a source of current and a track relay for each sub-block, a signal for each direction for each sub-block, a normally energized neutral control relay at one end of the main block for controlling all of the signals for one direction, and means for denergizing said relay when a train enters the block at the end. Where said relay is located. l

8. n a signal system for single track rail- Ways` a main block comprising a plurality of sub-l locks, a normally closed track circuit including a sonrie of current and a track relay for each sub-block, a signal for each direction for eacli sub-block. a normally energized neutral control relay at one end of tlie main block for controlling all of tlie signals for one direction, means for denergizing Said relay when a train enters the block at the end Where said relay is located, a corresponding normally energized neutral relay at the other end of the main block Jfor controlling all ot' the signals for the opposite direction and means for denergizing said -relay when a train enters the block at the end Where said relay is located.

9. ln a signal system for single track railways, a main block comprising a plurality otl sub-blocks. a normally closed track circuit for eacli sub-block. a signal for each direction for each sub-block` a normally energized neutral control relay at one end oi tlie main block for controlling all of tlie signals for one direction, :means for deinergizing said relay When a train enters tlie lilock at tlie end Where said relay is located, and means for maintaining said relay denergized until said train leaves tlie block. l

10. ln a signal system forsingle track railways, a main block comprising a plurality of sub-blocks, a norn'iallyclosed track circuit ifor each sub-block, a signal tor eacli direction' for each sub-block, a normally energized neutral control relay at one, end oic the main block for controlling all of tlie signals for one direction, means for delinergizing said relay when a train enters tlie. block at tlie end Wlic're said relay is located. means for maintaining said grelay deiin-Y ergized unt-il said train leayes the block. a corresponding normally energized neutral, control relay at tlie other end ot the main block for controlling all ot tlie signals for tlie other direction, means Nor detnergizing -means for maintaining said r'ela maintaining said 'relay energized whena train leaves the block at the end where said relay is located.

l2. In a signal system for single track railways, a main block comprising a Aplurality of sub-blocks, a normally closed track circuitl including' a source ofcurrent and a track relay for each sub-block, a signal for each direction Jfor each sub-block, a normally energized neutral control rela at one end of the main'block for controlling all of the signals for one direction, means for maintaining said relay energized when a train leaves the block at the end Where said relay l is located, a corresponding normally 'energized neutral control relay at .the other end of the main block for controllin all of the signals for the other direction, an means for maintaining said relay energized when a train leaves the block at the endwhere said relay is located.

13. In a signal system for'single track railways, a main block comprising a plurality of sub-blocks, a normally closed track circuit or each sub-block, a signal for each direction for each sub-block, a normally energized neutral control relay at one end of the main block for controlling all of the signals for one direction, and means including a normally denergized auxiliary relay' for maintainin said control relay energized when a train eaves the block at the end Where said ,relays are located.

14. In a single system for single track railways,y a main block comprising a pluralityof sub-blocks, a normally closed track circuit for each sub-block, a signal foreach direction for each sub-block, a normally energized neutral control rela at one end of the main blockl for controllin all of the signals for one direction, means including a normally de'enelrgized` auxiliary relay for maintaining said contral relay Venergized when a train leaves the block at the end wheresaid relays are located, a corresponding normally energized neutral. control relay at the other end of the main block Yfor vcontrolling all of the signals for the opposite direction, and means including a normally denergized auxiliary relay for main- Y taining said control relay energized when a train leaves the block at the end where said relays are located.

15. In a signal system for single track railways, a. main block comprising a plurality of sub-blocks, a normally closed track circuit including a source of current and a track relay for each sub-block, a signal for i each direction forl each sub-block a nor@ mally energized neutral control relay for i controlling all-of the signals for one direction, means for denergizing said relay when a train enters the block at the end Where saidA relay is located and means for'maintaining said lrelayenergized when a' train `leaves the block at theA end where said relay is located.

16. In a signal system for single track railways, a main block comprising a plurality of sub-blocks a normally closed track circuit including a source of current and a track relay for each sub-block, a ysignal for -leach direction foreach sub-block, a normally energized neutral control relay for controlling all of the signals for one direction, means for denergizing said relay when a train enters the block at the end Where said relay is located, means for maintaining said relay energized when a train leaves the block at the end where said relay is located, a corresponding normally energized neutral control relay at the other end of the main block for controlling all of the signalsl Afor Vthe opposite direction, means for denergizing said relay when a train enters the block at the end Where said relal is located and means for maintaining sai relay energized when a train leaves the block at the end where said relay is located,

In testimony whereof I aix my 'signature in presence of two witnesses.-

' LUTHER RINGrER.k Witnesses: v

C. E. CHATFIELD, ANNA C. PERS. 

